Variable-speed power-transmission mechanism



Dec. 3, 1940. H SINCLAlR 2,223,535

VARIABLE- SPEED POWER-TRANSMI S S 10NI MECHANI SM Dec. 3, 1940. H. slNcLAlR VARIABLE-SPEED 1 owERTRANsMIssIoN MEcHANIsM Filed Aug. 6, 1938 3 Sheetsl-fSheet 2 n l G R s 6 Il u a? wg Patented Dec. 3,V 1940 VARIABLE- SPEED POWER-TRANSMISSION IVIECHANISM Harold Sinclair, Kensington, London, England Application August 6,

1938, Serial N0. 223,392

In Great Britain March 3, 1938 Claims.

This invention relates to a controllable freewheel coupling device suitable for use in variable-speed power transmission mechanism, the coupling device being a modification of the syn v5 chronising coupling described in Patent No.

1,862,188 of Norton Legge.

.An object of this invention is to provide a free-wheel coupling having control means whereby it can be rendered bi-directionally freey and alternatively capable of operating as a free wheel adapted to transmit torque in one sense and to over-run under torque in the opposite sense, the coupling being so balked that it is incapable of being changed from its rst, bl-

directionally free condition to its second, freewheeling condition while its driving part is being rotated relatively to its driven part under the influence of a torque ,acting in said firstmentioned sense. That is to say, it cannot be changed to the condition in which it can transmit torque under circumstances such that this change would eiect an abrupt stoppage of relative rotation of its driving and driven parts.

The improved coupling is particularly suitable for use, in power-transmission mechanism providing alternative paths of different speed ratios, as a clutch device by which a higherspeed ratio of such mechanism is selected.

In changing from a lowerto a higher-speed gear with such improved mechanism, the control member of the higher-speed coupling, which was in its first condition while the lower-speedv gear was engaged, is urged into the second (freewheeling) position, the driving shaft is retarded, and the lower-speed) gear is disengaged. As long as the ratio of the speeds of the driving and driven shafts is higher than that of the gear to be engaged, the higher-speed coupling remains balked in its rst condition, though biased towards its second condition. As soon as the speed of the driving shaft has been retarded to such an extent that the ratio of the speeds of the driving and driven shafts begins to get lower than the ratio of the gear to be engaged, 5 the coupling of this gear becomes unbalked and assumes its second condition. lThe driving shaft is now. accelerated to engage the higher-speed gear without shock through the action of the free-wheel coupling.

Embodiments of the invention, as applied by way of example to a railroad locomotive vehicle, will be described with reference to the accompanying diagrammatic drawings, in which:

Fig. 1 is a plan view of a power bogie with 55 certain parts of the transmission mechanism in section, portions of the bogie not relevant to this invention being lomitted,

Fig. 2 is a sectional side elevation on the line 2--2 in Figs. 1 and 3,

Fig. 3 isa developed section on the line 3-3 in Fig. 2, Figs. 4 and 5 lcorrespond to Fig. 3, but show different configurations,

Fig. 6 is a diagram of distribution gearing',-

as seen from the left of Fig. 1,

Figs. 7 and 8 are diagrams of reduction gearing, employed in a modification Vof the system shown in Figs. 1 to 6, and Y v Fig. 9 is a diagram of control mechanism.

The power bogie shown in Fig. 1 has two driving axles lua and Mib mounted in a frame II by suspension means (not shown) of known kind. These axles are drivably connected through respective turbo gears I2a and I-2b and distributing gearing, generally denoted by I3, to an internal-combustion engine which is placed above the axle Illa and is indicated by chaindotted lines at I4.' The engine, with which may be associated a hydraulic coupling I5 of the kinetic type having a controllable clutch stop I6 of known type, is connected by a shaft I1 to a driving pinion I8 (Fig. 6) of the gearing I3. The pinion I8 meshes with an idler wheel I9 which in turn meshes with pinions 20a and 20h, which are directly connected respectively to the input shafts of the turbo gears I2a and I2b. The pinions 20a and 20h are equal in diameter and are preferably smaller than the driving pinion I8, so that the turbo gear input shafts run faster than the engine shaft I1. The gearing I3 is disposed in a casing formed by two frame castings Zia and 2Ib which also support the turbo gears-respectively.

Since vthese two turbo gears are generally similar, only the gear Ila will be described in detail. Referring to Fig. 2, the input shaft 30 is journalled at 3i in the frame member 2Ia.. A hollow output shaft 32 is journalled on the shaft 3U by two needle roller bearings 33 and 34 and is supported in the frame member 2|a by a bearing 35. A drum 36 is fixed to the input ,shaft 30 and to it is Xed the impeller 31 of a hydraulic torque-increasing gear of known kinetictype. 'I'he turbine 38 of the gear has two stages of blading 39 and 40 and includes a boss 4I fixed to the output shaft 32. The turbo gear also includes a two-part. fluid-tight casing 42 provided with reaction blading 43. The casing is journalled at 44 on thefhub 4i of the turbine and is fixed to a sleeve 45 journalled on the input shaft and forming part of a free-wheel` coupling of the Legge type which prevents the casing from rotating backwards. The sleeve 45 is provided with left-handed helical splines 46 5 with which is engaged a corresponding splinethreaded nut 41 having radial teeth 48- adapted to engage between teeth 49 formed on the in terior of a sleeve 58 which is fixed to the frame member 2|a. One or more outwardly biased pawls 5| mounted on the nut 41 click over the teeth 49 when vthe casing 42 is rotated forwards. When this casing tends to rotate backwards, the ends of these pawls abut against the teeth 49 and cause the nut 48 to be moved helically on thevsleeve 45. Since the pawls are positioned on the nut so as to locate the gaps between the teeth 48 exactly in register with the teeth 49, the teeth 48 accordingly intermesh cleanly with the teeth 49 and the casing is thereby prevented from rotating vfurther backward. If now the casing begins to `rotate forwards, the nut 41 merely: returns automaticailly to the position shown. The casing 42 is kept full of working liquid, and means for maintaining a suitably high fluid pressure in the working circuit when it is in operation are provided in known manner as well as means for maintaining a circulation of Aliquid between the turbo circuit and a cooler.

These are omitted from Fig. 2.

The balked synchro-coupling adapted to proi vide a direct mechanical connection between the shafts 38 and 32 includes a nut.68 engaged with left-handed helical splines 6| of steep pitch on the shaft 32. 'I'he nut 68 has teeth 62 engageable with teeth 63 on the drum 36 nxed to the input shaft, and a groove 64 accommodating a striking ring 65 having an axial backlash in the groove. The drum 36 is provided with one or more outwardly biased pawls 66 having their noses facingin the direction of rotation of the drum and normally projecting slightly in advance of the leading faces of the teeth 63 that are ad-4 jacent thereto. The striking ring'65 is xed to a plurality of rods 61 slidably fitted in holes in the turbine boss 4| and in turn il'xed to a grooved actuating ring 68; A control yoke 69, mounted on a shaft 18 journalled in xed brackets such as- 1|, is provided with a lever 12 engaged by the piston rod 13 of a fluid-pressure servo motor 14a having a fluid inlet port 15 and a spring 16 which tends to keep 'the parts in the` configuration shown. 'I'he balking device'includes a ball 88 retained against the shaft 38 by a channel section ring 8| which is rotatable in the counterbore of the drum 36,' being retained by a circlip 82. The inner flange 83 of the ring has a depth and thickness equal zto the radius of the'ball 88 which is located with circumferential vplay in a gap 84 in this flange (Fig. 3.) The ball is also located 'with circumferential play ina gap 85 in the end of the shaft 32.Y The axial and radial dimensions of' the gap 85 equalthe radius'of the ball. 'I'he nut 68 hasa tubular extension 86 adapted toengage the outer half ofthe ball and provided with a gap 81 adapted to receive this halt of the ball.

The output shaft 32 ofthe turbo gear drives a planetary speedreducing gear contained within a casing 98 (Fig. 2). A sun wheel 9| is nxed to theoutput shaft 32 and meshes with planet wheels 92 -journalled on a planet carrier 93 which is integral with a shaft 94. A casing cover 96 carries bearings 95 supporting the shaft 94. The

planet wheels mesh with a toothed annulus 91 formed in the nxed casing.

bers. This action is prevented by the balking o ,l The shaft 94 is coupled by a universal joint 98, a propeller shaft 99 and a universal joint |88 (Fig. 1) to a bevel reversing gear |8|a of known type arranged to drive the axle |8a. The turbo gear |2bls provided with a planetary reduction 5 *l gear which is similar to that of the turbo gear |2a, and which drivesthe axle |8b through abevel reversing gear |8|b. l

The servo-motors 14a and 14h ofthe turbo' gears (Fig. 1) are connected bypipes |82a and |821: through a control valve |83 to a source oi' iiuid pressure |04. l The system operates as follows. The locmotive Vbeing stationary with the reversing 'gears |8|a and |8|b in neutral and the control valve 16 I 83 closed so that the direct-drive synchro-couplings of the turbo gears are both bi-directionally free, the engine 4 is started, and the transmisv sion system runs idly. To set the locomotive in motion, the transmission system is arrested by the clutch stop |6, thereversin'g gears are engaged to give the-desired direction of running, and the clutch stop is released. When the engine is accelerated, the turbines of the two turbo gears are set in rotation by the liquid and the two axles are driven on low speed. To change to high speed, the control valve |83 is opened causing both the servo-motors 14a and 14b to-be energized and the striking rings 66 v (Fig. 2) to be moved towards the input ends of 30 v the turbov gears. Since .both turbogears operate f v identically, only the sequence of operations in the gear |2a will be described'. As the input shaft 38 is rotating faster than `the output shaft 32, if the synchro-coupling were suddenly 35 changed .to its free-wheel condition, a .severe shock would occur owing to the resulting sudden positive equalization of the speeds of these mem-` means provided. The arrows in Fig. 3 show the direction of relative rotation of the .input and l output shafts during driving on bottom gear. .y A'I'hus the ring 8| will be held, by the drag of the fluid lm between it and the drum 36, in the position shown in Fig. 3 with reference to the output shaft 32, and the ball 88, being held by the gaps 84 and 85 out of register with thegap 81, will prevent the nut 68 from being'moved to the left. The synchro-coupling thus remains in its bi.- directionally freecondition. Y L y 50 l The engine |4 is nowl retarded until the input shaft 38 begins to lag behind the output shaft 32, as shown in Fig. 4. Reversal of relative rotation' causes the ball 88 to berolled, by the'eiect ofthe fluid drag. to the other endsfof the gaps 84 and fc5 into register withthe gap 81 ofjthe nut, whichy v is thereby allowed to move helicallyon the splines 6|, under the influence of the-servo-motor 14a, into. the free-wheel position in lwhich the teethv 62 are in register'with the pawls 66.,14The'engine` "00,

is again accelerated, and, when the inputshaft tends to rotate faster than the output shaft,= the engage the ltrailing` 'facesV of the teeth x .62and constrain the-nut to move helically on the splines 6| to bring the teetnsz into engagement Q5 pawls 66 bo gears rotate idly in a forward direction so that ,losses due to the working liquid are'eliminated.

runs slightly slower-'than "Il l If one of the axles the other, the drive will be transmitted positively to only the axle that is rotating more slowly, the

faster running axle free-wheeling. so that there is no risk of continuous slight skidding.

Although the invention has been particularly y illustrated with reference to a multi-ratio gear system in which the lower-speed path is through a hydraulic torque-converter, it will be evident that the invention is equally applicable to-sys tems employing other kinds of power transmitting paths.

The system sho'wn in Figs. 1 to 6 may be modiiied as follows to yield three speeds. The planetary speed-reducing gear of the turbo gear |2a, shown diagrammatically in Fig. 7, is arranged to give a speed reduction of say 4.5 to 1. The corresponding planetary gear of the turbo gear |2b is similar to that of the turbo gear |2a, but, as shown in Fig. 8, has a larger sun wheel 9|b and smaller planet wheels 92h, so that it effects a smaller reduction in speed. A ratio of 3.2 to 1 is convenient.

The gearLchanging control mechanism is shown in Fig. 9. The servo-'motor supply pipes |02a and |0217 are connected to ports |05 and |06 in a valve body |01 which is also provided with an exhaust port |08 and an inlet port |09 communicating with the uid pressure source |04. A rotary valve fixed to a control member is movable between three`positions denoted by GI, G2 and G3.

Low speed is obtained as hereinbefore del scribed, the control member being in position GI so that both servo-motors are de-energized; and as on low speed the turbine of the gear |2a rotates faster than the turbine of the gear |2b, owing to the diierent ratios of the planetary reduction gears, the blading of the two turbo converters may differ so as to enable them to run more satisfactorily in parallel under these conditions.

To change to second speed the control mem-- ber is moved to position G2 so as to energize the servo-motor 14a and the engine I4 is retarded and accelerated. Direct mechanical drive is established only through the turbo-gear |2a yielding second speed. Under these conditions the ratiol of the speeds of the input and the output shafts oil the turbo gear |211l are 4.5/3.2, that is, such that its torque transmis- 4sion ratio is about 1 to 1.

To change to high speed, the control member is moved to position G3 so as to energize also the servo-motor 'Mb of the turbo gear |2b, and thereafter the direct mechanical drive through this gear is established by a sequence of operations identical with that for the change from bottom to middle speed. Under these conditions the turbine 38 of the gear |2a will be running faster than the impeller. The overrunning torque thus imposed on the axle |0ct is not serious enough to render essential the emptying of the circuit of the gear |2a in a vehicle required to start and stop at short intervals. Likewise the losses in the converter |2b when running in the second-speed condition are not suilicient to render it necessary to make the turbo circuit of the gear |217 inoperative. If

desired however to eliminate these small lossesfor example in vehicles running on express services, the known means already referred to for delivering liquid `to the turbo circuits of converters |2a and |2b may be arranged so that either of the said circuits may be partially or completely emptied at times when the other gear is in direct drive. Such iilling and emptying of the turbo circuits may take place slowly since the change of gear is effected quickly by the direct mechanical connection 62, 63 in any event.

In place of the ball type of balking device shown in Figs. 2 to 5, any other suitable types of balking devices may be used.

While it is preferred to control the balked synchro-coupling by causing the nut to move helically on the second member so as to render the pawls operative and inoperative at will, nevertheless other constructions whereby the driving and driven members are caused to move axially relatively to each other will yield an equivalent controlling effect.

I claim:

1. In a variable-speed power-transmission mechanism, a 'controllable balked free-wheel coupling comprising a. toothed first member, a second member rotatable relatively to said first member, an intermediate member so mounted on said second member as to be constrained to move helically thereon in consequence of relative rotation between said intermediate and second members, said intermediate member having teeth engageable with the teeth `of said first member, a subsidiary ratchet drive capable of coupling said rst and intermediate members and effecting engagement of the teeth of said first and intermediate members without clashing on relative angular displacement of said first and second members in one sense, a control member operable for relatively displacing said first member and said intermediate member, at least in part axially, from a disengaged position in which said subsidiary ratchet .drive is inoperative and the coupling is bi-directionally free to an engaged position in which said subsidiary ratchet drive is operative `and the coupling is in free-wheeling condition and balking means which serve to pref tive rotation between said intermediate and sec.

ond members, said intermediate member having teeth engageable with the teeth of said rst member, a pawl on one of said toothed members engageable with teeth on the other of said toothed members and so positioned as to eiect engagement of said toothed members without clashing on relative angular displacement of said rst and second members in one sense, a control member operable for relatively displacing said rst member and said intermediate member, at least in part axially, from a disengaged position4 in which said pawl is out of the path of the teeth with which it co-operates and the coupling is' bi-directionally free to an engaged position in which said pawl is in the path of the teeth with which it co-operates and the coupling is in freewheeling condition, and balking means which serve to prevent relative axial displacement of said iirst and intermediate members out of theirrelative position in which vthe coupling is bi- 'directionally free, so long as there is relative rotation oi said first and second members in the above-mentioned sense.

3. In a variable-speed power-transmission said second member as to be constrained to move heiically thereon in consequence of relative rotation between said intermediate and second members, said intermediate member having teeth engageable with the teeth ot said rst member,

a pawl on one of said toothed members engageable with teeth on the other of said toothed members and so positioned as to eil'ect engagement of said toothed members without clashing on relative angular displacement of said nrst and second members in one sense, control means operable ior displacing said intermediate member along said second member from a disengaged position in which said pawl is out oi' the path of the teeth with which it co-operates t0 an engaged position in which said pawl is in the path of said last-mentioned teeth, said control means permitting further displacement of said intermediate member to a driving position in which it is in mesh with the teeth of said -ilrst member, and balking means which serveto prevent relative axial displacement oi' said rst and intermediate members out of their relativeposition in which the coupling is bi-directionally free. so long as there is relative rotation of said rst and second members in the above-mentioned sense.

4. In a variable-speed power-transmission mechanism, a controllable balked free-wheel coupling comprising a ltoothed nrst member, a second' member rotatable relatively to said rst member, an intermediate member so mounted on said second member as to be constrained to move heiically thereon in consequence oi.' reative rotation between said intermediate and second members, said intermediate member having teeth l engageable with the teeth of said rst member,

a pawl on 'one of said toothed members engageposition in which said pawl is out of the path able with teethon the other of said toothed members and so positioned as to eil'ect engagement oi.' said toothed members without clashing on relv ative angular displacement of said ilrst and sec-s ond members in one sense, control means operable for displacing said` intermediate member along said second member from a disengaged of the teeth with which it co-Operates to an v engaged position in which said pawl is in the path ot said last-mentioned teeth, said control means permitting further displacement oi.' said intermediate member to a driving position in which it is in mesh with the teeth of said first member, a balking member carried by and capable of angular displacement around said first member, means -xed to said second member and engaging said balking member with angular backlash, vand means on said intermediate member positioned to abut said balking member axially when there is relative rotation of said ilrst and second'members in the said sense and to clear said balking tion between said intermediate and second mem- 1 bers, said intermediate member having teeth Iengageable with the teeth of said rst member, Y

'a pawl on one o! s aid toothed members engageable with teeth on the other of said toothed mem' bers and so positioned as' to effect engagement of said toothed members without vclashing on relative angular displacement oi' said first and second members in one/ sense, control means oper'- able for displacingsaid intermediate member along said second membertrom a `disengaged position in which said pawlis out of the path of the teeth with which it co-operates to an engaged -position in which said pawl is in the path of said last-mentioned teeth. said control means permitting further displacement of said intermediate member to `a driving position in which it is in mesh with the teeth oi said ilrst member, a cage frictionally engaged with said ilrst member. a rolling element mounted in and capable of limited angular displacement around said cage, means xed to said second member and engaging said f rolling'element with angular backlash, and a projection on said intermediate member positioned to abut said rolling element axially when said ilrst and second members yrotate relatively to each other inthe said sense and to clear said rolling element axially when said relative rotation is reversed.

' HAROLD SINCLAIR. 

